Variable-speed power-transmitting mechanism.



No. 338,103. ATENEB 20, 1906.

Y Si, Ylaaiia'. Y VARIABLE SP2@ PSWER TRANSMITHNG MBGHMSM.

Hamann nun nains. us5.

' 2 SHEETS-snm* 1.

E o o o o JN VEN TUR.'

PATENTE Nov. zu, ma.V

P. H. BVERHART.' MREBLS ssg @WER @RMSMFYHNG humanism.

2 BHBBTB-SSET 2.

d www i rams? UNITED STATES BATENT OFFICE.

soisT n. EVERHART, '0s otros, New YORK.

VARIABLE-SPEED POWER-TRANSMITTING MECHANISM.

Specification of Letters Patent.

Patentes. Nev. 20, 1906.

Application led Gotober 61 lgr Y Serial No. 281.657.

Transmitting Mechanism, of w `oh the folm lowing, teken in connection with the aecomanying drawings, is a full, clear, end exact escripticn.

,This invention Vrelates to improvements in power-transmitting devices, and refersy more erticzila'rly to variable-speed and reverseriving mechanisms as spe'eiieall applied to the transmission ofpower from t e engine to the running-gear of a vehicle.

I am aware that it is common in the ort to provide speed changing. and reverse-drive Vvolving at a high rete of into mesh with its companion -ertia which it hes to overcome 111 imparting mechanisms in which oei-tain gears oi toothed Wheels are slidshle into end out of mesh with similar gears or Wheels with the following attendant dilieulti'es; first, that the teeth of the earswhichit may be desired to inter-V mes are frequently out of intermeshing reistration, thereby making it impossible wit out extra manual eA ort to slide the movable gear into mesh with its com anion; second, that when one of the gears, w ch may be respeed, is brought motion tothe driven part fre uently causes the stripping of the teeth'an always prodnces s sudden or 'erking movement of the vehcle,either of whi strains upon other parts and mechenisms which may be in o erative connection there#=V with; third, that in. all of the devices with which I am familiar it is gossible to oringttvo or more mechanisms W essman u ation of the manuals or lees bg which sue mechanisms are ontrolled, whic causes an undue strain n on the oppositely- Y acting parts, if not resu ing in serious an expensive damage to the machine. The primary ob'ect of n1 invention is to overcome these di eulties yalwa s maintaining the toothed gears in meshwi their com anions and by providing means whereby any iability of bringing into simultaneous action any meehanlsms whose o ration is o posed xs obviated. In order t this may e clearly understood,it may be stated that empio my device what may be termed lugh and low speed and reverse-drive mechsnisms, either of which is designed Vte be eh eects causes,engineV ose actions 'are Vop Y. osed :nto o eration at the semev time by .esile-.v

hren htinto action individually, l3nt no two simu taneously; end one of the s ecie objects of my invention is tomake it impossible to bring either the low-speed or reverse-drive mechanism into action simultaneously with the high-speed mechanism or to bring the low-speed or reverse-drive mechanisms are n operation or to bring the 'reverse-drive and low-speed mechanism into simultaneous action, or vice verse.

A still further object is to reduce the number of parts necesser f to oarrv out the various o stations reviens y desc'ihed and to avoid t e se of p anetary-geer actions and similar power-consuming mechanisms bv making all of the gears which are employed in my ooni struction of the spur type, permenently inter-f meshing with their companion gesrs, end to rely upon suitable friction-clutches for throwing into andV out of action the several mechanisms previously described.

Other ohjeetsV and uses will appear in the following description.

sectional view o a variable-speed powertransmitting device'embodying the features oi my invention. Fig. 2 is an end view of the device seen in Fig. 1.' Fig. 3` is a sectional view taken online 3 3, Flg. 1. Fi 4 is a tnsnsverse sectional view 'taken on ineg 4,

mln order to clearly demonstrete the practi- YVeeloiiity of 'my invention, I have shown it somewhat diagrammatieaily end as consisting, essentially, of and driven shafts 1V and 2, enxihery shafts 3 and 4, one at each side of the exis of the Vand driven shafts, en additional shaft A'inteimediate but parallel with the shafts land 4, and a suitable framework 'or 6, adapt- Yed'to erontein and retain the re us inter- Y. Y i gears, clutches and clutc operat- 1n 'mee glllhen Vanisms presenti described. p

it is desired to ve the vehicle under a hi h speed, the drivershet 1, gwhich may be t e crank-shaft ofthe le e, is connected direetl to the driven sha 2 through the medium o a clutch 7, composed of a. slidingrmember 8, featherednlpon the ,inner end ofthe shaftY and a seco 4member 9,wh1eh ispernanently seoured :fthe dissent end of the driven shaft 2, so etV the elstch-section 8 not only rotates shatil hun isV movable axially into and out of irictional engagement with the clutch-see- Vhiglbspeed mechanism into action While the In the drewin s, Figure 1 is a horizontal positively with theY er developed tion 9 of the driven shaft 2, whereby when the clutch is operated the same speed of rotation as the driving-shaft` is imparted to the driven shaft, thus producing a high-speed frictional driving medium lfor the forward movement of the vehicle.

The o eration of the clutch 7 may be controlled y any desired form of manual or pedal, as a lever 10, Figs. 1 and. 2, such lever eing operatively connected to the sliding member 8 of the clutch 7 by a sliding yoke, consisting of a head or cross-bar 11, movable axially on the shaft 1, and parallel bars or rods 12 at opposite sides of the shaft 1 and connected to each other and. to the sliding clutch member 8 by means of a second crossbar 13.

The lever 10 is movable along a toothed segment 14. and is shown in position for holding all of the clutch members out of opera- I tive position, and it is clearly evident that by rocking the lever 10 inwardly or in the direction indicated by arrow x the head 11 and slidin rods 12, together with the cross-bar 13,' W1 l operate to slide the clutch member 8 endwise into -en agement with ,the clutch member 9, therev frictionally locking the adjacent ends of the two shafts 1 and 2 together for high speed, or by reversing .the action of the lever to the normal position (seen in Fig. 1) the driving and driven shafts are disconnected, leaving the engine free from operative connection with the running-gear o the vehicle.

,'Loosely mounted upon the driving-shaft 1 is a pinion 15, meshingwith a ear 16, which isv loosely mounted upon the siaft 3 and of somewhat larger diameter than the pinion 15.

clutch I17 is also mounted upon the shaft 1 and has one of its members rigidly secured to the gear 15 and its other member slidable axially or feathered upon the driving-shaft 1, so as tov rotate therewith, and is actuated endwise by a cross bar or'"arm 1 8, similar to thear'm or bar 13 and having its outer ends connected to the rod-s lf2.

`1Mounted upon` the shaft 3 is a clutch 20, havi one of'itsmembers ri id with the gear 16am its other member sliable lengthwise of the shaft 3 fand feathered thereon to rotate therewith; l Thesliding member ofthe clutch 2O is connested to and actuated by a transverse lever 21, which is pivoted'at 22 andhas one end connected by 'a link 23 to a hand-lever 24, the latter being movable along a segment 25, which serves to hold the lever in its inoperative position.

`t-vrill\be`observed that theiparts of the cluth20 are normally disconnectedand that byf'ocking the lever 24 in thedirection indicated byarrow 'y the sliding clutchmember of saidclutch 2() is forced into engagement en' is, te

1.5, which in turn is locked to the drivingshaft by the operationof the clutch 17 through the medium of the lever 1() and sliding yoke connected thereto.

Mounted on the driven shaft is an additional friction-clutch 26, having one of its members rigidly secured to a gear 27 and its other member slidable axially on the driven shaft 2 and actuated by an arm 2S, which in turn is connected to the sliding bars or rods l2 of the yoke previously referred to.

The clutches 17 and 26 are opposed in their action to that of the high-speed clutch 7--that is, the slidable sections of all of the clutches on the shafts 1 and 2 are connected to the sliding rods 12 of the yoke in such relative arrangement that when the highspeed clutch 7 is thrown into action by the movement of the lever 10 in one direction the sliding sections of the clutches 17 and 26 are simultaneously thrown out ot action, and, on the other hand, when the movable sections of the clutches 17 and 26 are thrown into action for pur noses hereinafter described the high-speedl clutch 7 is thrown out of action, thereby obviating any liability of simultaneously actuating any two of the three driving mechanisms previously speciied into action.

Rigidly secured to the inner end of the shaft 3 is a pinion 29, meshing with a somewhat larger gear 30, which is loose on the driven shaft 2 and is preferably rigid with the gear 27, so that any motion transmitted to the shaft 3 and gear 29 is imparted to the gear 30 and incidentally to the gear 27, which is rigid therewith and upon which one of the clutch members is secured.

It is now clear that when it is desired to operate the vehicle at comparatively low s eed it is sim )ly necessary to throw the c utches 17 an 26 into operative position, thereby frictionally locking the drivlng-shaft 1 to the pinion 15 and similarly locking the driven. shaft 2 to the gear 30, during which o eration the clutch 7 for the high speed is t rown out of action, and now by throwing the clutch 20 into action the ear 16, to which rotary motion is imparted 5y the pinion 15, is locked to the shaft 3, thus imparting rotary motion to said shaft 3 and also to the ing ocked-to the drivenshaft 2 by theclutch' inion 29 and gear 30, the latter gear be- 26, as previously stated.

It is now* obvious that owing to the relative sizes 'of the intermeshi'n gears 15 and 16 and also to the similar re ation between the gears 29 and 30 the shaft 2 will be driven at a much less s eed than the driving-shaft 1f I have now escribed the operation of the mechanism for rolpelling the 'vehicleat' different speeds, das igh and low,') and I will now'proceed to describe 'the mechanism for effecting tliereverse' drive of the vehicle. Mounted upon theintertnediate shaft 5 1s IIO winch meshes with the camper Y s Ad clutch 213 is threwn eut ef 'aerien andY Fae ' rneehenims end en-ide gear i', meshing Wii and reeeivinrr rotary motion frein the driving-gee): en Y transmitting similar neeicn` te enee eer 3i, which is oosely meunted upon the s aft,

4, A ciutch 32 is eis@ ninnned upon thisV i shaft 4, ene of the clutch-sentirme being se cured te the gear 31, while the ether sentieri is feathered u en the shaft e te reintethere" with and at; t e same time having an exiel mevenient inte and ent, ef engagement with the chien-section en the eer 31.

The siding seeien ef t neeted te en aetnated by the lever 21 armiY is ecateci et the opposite sideef the ever Y pivetngrem that upon which the meveb seeenef tige clutch is located ser,V when ene clutch is positively thevn in@ Yee tenthe ether is thrown eut of eeen inns t'mpessible to bring bc'e res eind evvspeed driving Ineehenisine zoemten at the seme time.

en he shaft 4 is en additineenY Large gear 27 the Iatter being coseugen iven shaft 2, and it is Y W i Vx" n -threwing' the clutches and 25 inte e; by means ei the ever 16 the geef ieni be locked te the driving-shaft en ifnereby transmit rei; metion from sin@ rivirr-'f shaft te the Vpinion 31 on the signifi-ii;sr and that sirnultaneens with this, eenn ef the clutch 17 the driven sha 2 is *rietionev locke' te the gear 27 and the eluel is thrown out ef action. New by throwing the clutch 32 inte aetien threugh the meinn ef the lever 24, ink 23, and lever 21 the 10W t e shaft 4, is vsinnianecnsiy leaked te the pinion 3l, which, es previous' stated, 'is now positively driven from the living-snai?, `through the medium of che gea-rs 15 en l?, thereby pesitively driving the shaft 4 and pinion 33, 'which in turn retees the gear 27 and driven shaft 2, to which seid gear 2 is locked and driven in the direction oppeste tin that in which the driving-shaft is rotated and thus reversing the bperetien of the run-VV have new described the operation ef tee high and inw speed end reverse driving have aise celled etentien te eherreeizveerrengement and o e clutch 32 is cen-- entroiied by the niie time, en will neve preceed Le eser-Yee mee-ns fer preveeing the action of eign V the euteie 32 when the high-speen cinte- 7 is in eration, and else Vfer preventing e the high-speed #gieten when e inst-named ciutehes are in ee Wn in the drawings, pn'n3-riys of a pair of pins er etude 35g,Y projecting nwerriv freni the ne yoke, one et sie ef the Y ef the ever 21 n eeen having its inne fen-dispesed lin the swinging path of s id @ver 2i, but terminating e sufficient, "nce therefrom to inermi?, gieie i io ven inwardly or endvvise fer enengh te ifigftle clutch-section e? e'n -speed eh inte rm frictionei egegenien with iis vern fenien sectinn fer the livte the driven shaft. Q v in Yprevinnsiy steef! fiereiieieje Winch Ei enri 1iever l() Y heee vehieh ere eenree by the ,ier YV:' end its epere i 24 are i @wn as 'diseenneetef ei mit e ectien, eev ehe drivin -srf i miete nieb pendeniijv of he :riven shaft m" any ei rhegeers by which nineien is transmitted from the driving @e ine riven shaft. it xviii benndereend from the'feregcing statement that the veke l Visconneced te the mevebe of the clutches 7, 1 7, end 26 and is shown in en intermediate position and is ce ebie ef ,nievement from such peek tion fer t e pnrpese ef throwing seii meveie members ef the einteilen? Vif?, an 2&5 into and Qntef action. It therefore fell yvrenrtgne ever i() is reeked in Y Y e Yindieeier by errevv :e freni the nrerreei erle pesiien the inner ene ef the 35 en 3.5 vviil he brongh inte suci ne proximity te the adiecent fece uf the ver 2 eepeesite sides of its Divot 22 te restare seifi ever and the entevsectiens carried iereby te their norrna inective positions Yhreige-nii inte action, end, en ine the ever Yl() emi high "cneg if' be inadvertently i i? i gesiriensend any atterri Lever 2i in either direesi` i i' "l ee ithrew either n Y Yi; ing eine er erm of the lever ene er eine other of the e eech, es 7, -ontvef neem LLnneed. H, hnvveve i vive Were ocked in e' eeive pesi arms 35 and 35" venY engage and prevent the mation ef the lever 21. Furthermore, when the cutehes l-end are thrown into etcn it is-obveus that the studs 35 and 35 Yere rawn erher away from the adjacent :fece efrtheever 2, eeving ampie s ece er cleannee fer the operation of said ever in er nf' that Y zog either direction to force either of the clutches 2t) and 32 into operative position.

lt is of course obvious that the frictionclutches will wear more or less in use, and in order to take up this wear and provide for the positive engagement of the clutch-sections each with its companion I provide yielding buffers 40 between the outer ends of the crosssarms land 2S and adjustable abutments t1 on the slidingl rods l2, the outer ends of said arms bein(r s ring-pressed against additional adjustable a utments 42, whereby the arms 1S and 28 and the sliding clutch-sections which are connected thereto may be properly positioned to lirmlv engage their companion sections, so that if one of the sliding sections should engage its coinpanion before the engagement of the other sliding section the spring-buffers 4() would allow a continued movement of the yoke to bring the delinquent section into operative engagement with its companion.

The cross-arm 13 for operating thc sliding clutch-section 8 is held at its ends between adjustable lock-nuts 14 on the rods 12, which serve to permit the proper adjustment of the section R with reference to its companion section Q. ln like manner the studs 35 and 35 are adjustably secured by lock-nuts 46 to the cross-head 11 of the yoke to allow f'or the proper adjustment of said studs with reference to the adjacent face ot the lever 21. In operation, assuming that it is desired to transmit rotary motion directly from the driving-shaft 1 to the driven shaft 2 at the same speed as the driving-shaft, it then necessary to rock the lever 10 in thc diree tion indicated by arrow 11:, thereby movingr the head 11 and rods 12 endwise in the saine direction to force the high-speed clutch-section S into frictional engagement with its companion Q, whereby the same speed of motion is transmitted from the driving-shaft 1 to the driven shaft 2, and at thesame time the clutches 17 and 26 on the shafts 1 and 2 are thrown further out of action, it being understood that when this high-speed clutch 7 is thus thrown into action all of the gears of the low speed and reverse drive are idle or at rest.

Then it is desired to change from high to reverse low` speed, the lever 10 is rocked in the opposite direction from that indicated by the arrow thereby drawing the yoke in the same direction to disengage the high-speed clutch members 8 and 9 and simultaneously throw the clutches 17 and 26 into action, thus locking the driving-shaft to the pinion 15 and also locking the driven shaft 2 to the gear 30, at the same time drawing the pins or studs 35 and 35 backwardly away from the lever 21. Now by operating the lever 24 in the direction indicated by arrow y, the adjacent end of the lever 21 is rocked 1n the same direction, thereby throwing tht clutch 20 into action to lock the gear 16 to the shaft 3, and inasmuch as the gear 16 is in mesh with the now rotating pinion 15 it is evident that rotary motion is imparted to the shaft 3 and pinion 29, which is secured to said shaft 3 and meshes with the gear 30, which has been previously described, is now locked to the driven shaft 2, so that a slower rotary motion is imi parted to the driven shaft in the same direction as the driving-shaft tor slow-speed head.

When it is desired to reverse the direction of movement of the vehicle, as in running it backward, the lever 1() and clutches 17 and 26 are allowed to remain in the same active position as last described, and the lever 24 is then rocked in the opposite direction to that indicated by the arrow y, thereby rocking the lever 21 to disengage the members of the clutch 2O and to throw into action the clutch 32, thereby lockingr the shaft et to the gear 3l, which is now being driven by the `rrcar 15 through the medium of the idler l5. This rotation of the shaft 4 also pcilsitively rotates the gear 33, which is secured -to said shaft 4 and imparts rotary motion to the gear 27, which is now locked to the shaft by the clutch 26, whereby rotary motion in an opposite direction from that in which the driving-shaft is driven is im arted to the driven shaft 2, the speed of w ich reverse motion depends upon the relative sizes of the gears 33 and 27.

lf through inadvertence the high-speed clutch 7 should be left in operative position when it is desired to change to the low speed or reverse drive, the inner ends of the studs 35 and 35' would then be in close proximity to thc adjacent face of the lever 21. When in the act of rocking thc lever 21 in either direction to throw either of the clutches 2() or 32 into action, said lever would encounter one or the other of the studs 35 or 35, and thereby force the yoke upon which the movable clutch-section 8 is nlounted backwardly out of action. Un the other hand, if the lever 10 were locked in position to hold the clutch 7 in action, then the studs 35 and 35", which would be held in their innermost position, would engage and prevent the rocking,r action of the lever 21. On the other hand, should one or the other of the clutches 2() or 32 be in operative position when it is desired to n change to the high speed the act of moving the yoke inwardly to en age the clutch-sections 8 and 9 with each ot er would cause the inner ends of the studs 35 Aand 35 to engage the adjacent face of the lever 21 at opposite sides of its pivot, and thereby restore such lever 21 to its normal or inoperative position.

Vlrrhat I claim- 1. ln a variable-speed power-transmitting device, a drivingLs'haft and a driven shaft arranged end te end, direct-driving mechanism between said shafts and including a clutch, mechanism for transmitting low speed from the driving-shaft -tb the driven shaft and 1n- IOO IlO

IIS

to Said aiuti:

' nii f f b im ionsi mechanism mchdmg mo ion fro E -tx'ansinitting lower-s )emi moto from le er on h drivingaft to thergor @E r-'Qn shaft, a second gear on trfo; shaft', additionaiwmoagg for tmnsmititisg ren voi-se motion rontiie 'gar on driving shaft to the sooo gomggn iiieien shaf,

'Loo-ko@ Yrototing;' a. @ommen axis, a.

oer Whereby'the same speed of motion ifated from the ding to ghoriyen I ,W i'sioose o1; l 35, one for eaii gear, each dutch ocking it gear to its shaft, means for throwing the last-,named clutches into ggon' and simultaneously nowing the roiao c-utoh out of action, mohanism forV rarsmitbxg rotary motion 'romth gem* on tho driving-shaft to the agar on til shaft at a educed poi, aid mechanism' ludng an a 'ggf chit-ch, an additional gem oose on'te 'ivex's omit-5 ardditiooo mechanism for ransmittiiig fox-55 misery ioio from the gear on the ivixg-b 'to hejationa gear on the diven shaf, sai aditiona mechanism in ciudiog a sommi "aiary clutch, means separate from thgfamed means to operate the "axx'f 'clutches alternatel Q and opert Vfor the direct-drive oxtoh o koek f Y Y a e o eang mans for aumfary oluffoos in ao erativo positonswhen tie iec'lrive cinto is thrown into gotica.

7. 1n a fofablo-speed power-tranwiiing mechanism; o' riii-*fmgshat and a.Y driven shaft rotatn about a. common axi, a iotouteh for ocking sid shafts io eaoii otheraouing menus for Said ciuto', mechogsggtting rotary mining; Yfrom @ving-Shaft to the drivn shaft at: a rege Said mechanism inoinga zinoitoii, additional 'moo f nor reverse motion i'm to e ven'shaft, said additoiaoeoal tra us.:

living oiefnea. si@ fven eement, a dreot riveciutch for oie'otig said eiemontrs, mechanism for txsmitting reverse motion' from the driving igt-3io driven elemeg inoluding a o'oigmas for hrwlg Ythe vfirst-,niune-d* o'i gnfof daen,

Selvaggio mea: 'ciutoiiinto gigli' n;

Sie iast-fmed moons for ame@ clutch 'out of action 1b is thrown into aition,

mechanism, a. flsiag-Sh a a rivera i s ed to the drifoa agement,

pe Y t A s iowng the s eond.VVV Y Lf action, and addmfms rive dutch for ockg id shafts lto means for throwing the last-named clutch into and out of action, separate means actuated by the irst-named means to throw the first-named clutch out of action when the last-named clutch is thrown into action.

10. In a variable-speed power-transmitting device, a driving-shaft and a driven shaft arranged end to end, mechanism for transmitting reverse motion from the driving to the driven shaft and including two separate clutches, and separate actuating means for each clutch, and additional means operated byone of the actuating means to simultaneously shift the other actuating means, whereby both clutches are thrown out of action at the same time.

11. In a variable-speed power-transmitting device, a high-speed clutch, a low-speed clutch and a reverse-drive clutch, means to throw the high-speed clutch into action, separate means to alternately throw the lowspeed and reverse-drive clutches into action, and additional means actuated by the firstnamed means to lock the last-named means against operative action.

12. In a variable-speed power-transmitting device, a driving-shaft and a driven shaft, a direct-drive clutch to lock said shafts, gears each loose on one of said shafts, additional clutches each locking one of the gears to its shaft, and a sliding yoke for throwingr the first-named clutch into action, and simultaneously throwing the last-named clutches out of action.

13. ln a variable-speed ower-transmitting device, a driving-sha t and a driven shaft, a high-speed friction-clutch and its operating means to lock-said shafts for simultaneous rotation, a low-speed clutch and a reverse-drive clutch, a lever connecting said clutches to throw each into and the other out of action, and means actuated by said operating means for the high-speed clutch when the latter is thrown into action to prevent the action of said lever and clutches controlled thereby.

14. A variable-speed power-transmitting device comprisingr driving and driven shafts, a gear loose on the driving-shaft, gears loose on the driven shaft, a high-speed clutch for locking said shafts to rotate at the same speed independently of said gears, a second clutch for locking the driving-shaft gear to its shaft, a third clutch for locking the drivenshai'i` gears to their shaft, mechanism for` transmitting lower speed from the gear on. the driving-shaft to one of the gears on the driven shaft, additional mechanism for transmitting reverse motion from the gear on the driving-shaft to the other gear on the driven shaft, said lowspeed and reverse drive mechanisms, each including an auxiliary clutch, and means for throwing the highspeed clutch into action and for simultaneously throwing the second and third clutches out of action.

15 A variable-s eed power-transmitting device comprisin t riving and driven shafts, a gear loose on t e driving-shaft, additional gears loose on the driven sliaft but rigid with each other, a high-speed clutch for locking said shafts to rotate at the same speed indeendentl of said gears, a second clutch for Ockin t e drivinv-shaft gear to its shaft, a third c utch for loc 1g the driven-shaft gears to theirV shaft, low-speed mechanism for transmitting rotary motion from the gear on the driving-shaft to one of the gears on the driven shaft, reverse-drive mechanism for transmitting rotary motion from the gear on the drivin -shaft to the other gear on the driven sha t, said mechanism each including an auxiliary clutch, means for throwing the high-speed clutch into action and for simultaneously throwing the second and third clutches out of action, and means separate from the last-named means for throwing the auxiliary clutches into and out of operative connection with their respective mechanisms.

16. A variable-s eed power-transmitting device comprisin Y diiving and driven shafts, a gear loose on t ie driving-shaft, additional gears loose on the driven shaft, a high-speed clutch for locking said shafts to rotate at the same speed independently of said gears, a second clutch for locking the driving-shaft gear to its shaft, a third clutch for locking the driven-shaft gears to their shaft, low-speed mechanism for transmitting rotary motion from the gear on the driving-shaft to one of the gears on the driven shaft, reverse-drive mechanism for transmitting rotary motion from the gear on the driving-shaft to the other gear on the driven shaft, each of said mechanisms including an auxiliary clutch, a lever connected to the low-speed and reversedrive clutches, whereby each is thrown out of action when the other is thrown into action, means for throwing the high-speed clutch into and the second and third clutches ont of action simultaneously, and additional II. E. CHASE, MILDRED M. No'r'r.

ICO

IIC 

